Automatic railway-signal.



A. ZUKOR.

AUTOMATIC RAILWAY SIGNAL.

APPLICATION FILED DBG. 8. 1913.

1,097,382, Patend May19,1914.

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AUTOMATIC RAILWAY SIGNAL.

APPLICATION FILED DEG. 8, 1913.

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A1 ZUKOR.

AUTOMATIC RAILWAY SIGNAL.

APPLICATION FILED 11211.11, 191s.

1,097,882. Y' Patented May 19, 1914.

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WTNESSE`l INV TOI? Wm@ M By M Maw ULNF /di /-TTORNEV ARNOLD ZUKOB, 0F N 133W YORK, N. Y.

AUTOMATIC RAILWAY-SIGNAL.

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Specification of Letters Patent.

Patented May 19, 1914.

Application filed December 8, 1913. Serial No. 805,345.

T0 all whom t may concern Be it known that l, ARNOLD Zonen, a citizen of the United States, and resident of the city of New York, inthe county of New York and State of New York, have invented certain new and useiul Improvements in Automatic Railway-Signals, of which the following is a speciiication.

The present invention relates to railway signals, more particularly to that type which serves to protect the short sections or blocks into which the line is sub-divided, and so arranged that it allows only one train in a section at a time.

One of the objects of the present invention is to provide a simple and ethcient device of this type that is operated automatically by causing trains to actuate a danger signal which, after the passage of the train into the next block or section, is automatically restored to its normal position, thereby effectively preventing collision of trains upon a track. i

Another object of the invention is to produce a device of this type, whereby signals upon the locomotive are given to the engineer, preferably audible signals, thereby obviating effectively the difficulties experienced with the ordinary visual si gnaling apparatus which the engineer is apt to overlook, particularly in foggy weather or at nighttime.

llVith these and other objects in view, which will more fully appear as the nature of the invention is better understood, the same consists in the combination, arrangement and construction ot parts hereinafter fully described, pointed out in the appended claims and illustrated in the accompanying` drawings, it being` understood that many changes may be made in the size and proportion ot the several parts and details of construction within the scope of the appended claims without departing' from the spirit or sacrilicing any of the advantages of the invention.

@ne of the many possible embodiments of the invention is illustrated in the accompanying drawings, in which:

Figure l is a diagrammatic view of the invention employed on a single track road; Fig. 2 is a diagrammatic view ot the connections between the several signaling and actuating devices; Fig. 3 is a side elevation of a locon'iotive and the audible signal actuating device mounted thereon, the latter being shown in operative relation to the cooperating parts that are disposed along the tract; Fig. l is a rear elevation, partly in section, ot the device shown in Fig. 3 on an enlarged scale; Fig. 5 is a vertical longitudinal section taken through one of the devices which constitute the track portion of the signaling system; and Fig. G is a top View of the device shown in Fig. 5, the cover being broken away to more clearly show the interior construction.

Broadly speaking, the invention consists of a plurality of interconnected signals which are arranged along the track at certain intervals. These signals, when set, actuate a swinging arm upon the locomotive of a passing train. said arm operating an audible signal2 such as a bell, which is arranged in the cab of the locomotive. The signals are set automatically by the locomotive of a train and are also in a similar manner restored to their normal, inoperative positions by the said locomotive.

Referring now to the drawings, the numeral 10 indicates a railroad track on which the trains run in the direction indicated by the arrow shown in Fig. l ot the drawings. rl`his track is divided for signaling purposes into sections or blocks. The division into blocks is accomplished by placing at predetermined intervals, preferably equidistantly, along the track signaling devices which are denoted in Fig. l of the drawings by the numerals l, Il and lll. All ot these signaling devices are alike` in structure. and for this reason only one ot the same will be described. One of these signaling devices is shown in detail in Figs. and 6 oi" the drawings, comprising a box 11 of suitable dimensions, that is provided with a removable cover 12. This box is sunk into the ground so that its cover is arranged flush with the surface ot' the ground. All of the boxes l1 that are arranged along the track are connected by tubes 13. which communicate with the interior of said boxes, and serve a purpose hereinafter to be described.

In the box l1 are disposed two distinct elements ot the signal, that is to say a stop and a stop-setting device. The stop comprises a vertical bar 14, which projects through an opening l5 in the cover oi. the bo\V and extends a substantial distance above thelevel of the ground, carrying at its upper end a projection 16. The bar lll is provided with a toothed rack l?, inshiilr with a pin-l ion 18, that is keyed or otherwise attached to a shaft 19, the latter being rotatably mounted in the sides of the box 11. To the shaft is furthermore xedly attached a sprocket Wheel 20, over which runs a chain 21, that is connected with the signaling box ahead in the series in a manner hereinafter to be described. The bar 14 carries upon its lower end a horizontal extension 22, that extends through a slot 23 in a standard 24, to be guided thereby in its movement. rIhe extension 22 carries an upwardly extending lug 25, that is adapted to cooperate with a lever 26, which is ixedly attached to a shaft 27, the latter being rotatably mounted in the sides of the box in parallel relation to the shaft 19. Upon the shaft 27 is furthermore mounted a pinion 28, meshing with a toothed rack 29, that extends vertically through an opening 30 in the cover of the box, and carries at its upper end a block 31, the upper face of which tapers toward its rear end, as shown at 32. rI o properly guide the movement of the rack 29 and the block 31, attached thereto, the latter is provided with sidewardly extending` lianges 33, in which are provided apert-ures, in the latter being seated vertically disposed pins 33', which are attached in any suitable manner to the cover 12, and are provided upon their upper ends with stops 34 to limit the motion of the block 31. To the shaft 27 is furthermore keyed a sprocket wheel 35, meshing with a chain 36, which is connected with the next signaling device in the rear in the series, as will hereinafter appear.

The connection between the several boxes is shown diagrammatic-ally in Fig. 2 of the drawings, from which it appears that each sprocket wheel 20 is connected with the sprocket wheel 35 in the box ahead in the series. 'The chains are disposed within the tubes 13 to insure a proper operation of the signaling devices. It is to be noted that the motion transmitting devices, which have been termed hereinbefore chains, need not be formed as such throughout their lengths, but may be made in the form of ropes or cables, only those portions being chains which are in engagement with the sprocket wheels.

The locomotive of a train is denoted in the drawings by the numeral 37. To one side of the cab portion 38 of this locomotive is pivoted at 39 a two-armed lever 40, the lower free end of which is adapted to bear against the stops when the latter are raised in a manner hereinafter to be described. The upper end of t-he lever 40 is provided with an inwardly projecting horizontal arm 41, which extends into the cab, and is provided upon its free end with a bell-hammer 42, the latter being attached to said lever by means of a spring 43. The hammer is adapted to actu-ate two bells 44 and 45,.

which are arranged within the cab. Springs 46, secured to the sides of the locomotive and to the lever 40, serve to hold the latter in its central position or to swing it into such position. To the same side of the locomotive is furthermore attached a shoe 47, having the front portion of its underface tapered, as shown at 4S. The free end of the lever 40 extends downward upon the locomotive to a point where it will not strike against a stop when the latter is in its lowered position, the shoe 47 being disposed upon the locomotive in such a manner that it will come into contact with a block 31 when the latter is in its raised position.

The operation of this device is as follows: When a train arrives at a signal box and the track is clear ahead of it, the parts of a signal box are in the positions shown in Figs. 5 and G of the drawings, that is to say the block 31 is in its raised, operative position and the stop in its lowered, inoperative position. As the locomotive runs, for instance, past the signal box I, its shoe 47 depi'esses the block 31, the opposite beveled surfaces of said two elements allowing the shoe to depress and ride over the said block. IVhen this block is depressed, rotation in the direction of the arrow shown in Fig. 5 of the drawings is imparted to the sprocket wheel 3,5, which causes a corresponding motion of the chain 3.6. At the same time the lever 26 is b-rought to bear against the lug 25 of the bar 14. The motion which has been imparted to the chain 36 is transmitted to the sprocket wheel 2O in the signal box in the rear, such motion raising the stop of said box to its operative position. rEhe locomotive proceeds then to the next signal box in the series, that is to say to box II. In passing this box, its block 31 is depressed, whereby the stop of the box I is raised. As this stop is raised, its lug 25 shifts the lever 26 upward, thereby impart.- ing a rotation to the shaft 27 in a direction opposite to the arrow shown in Fig. 5 of the drawings, thereby raising the block 31 in box I and lowering the stop of the signaling box in rear of box I. From this it appears that whenever the locomotive depresses the block 31 .of a signaling box, the stop of the box in the rear in the series is raised to its operative position. By raising this stop, the block of the same box is also raised and the stop in the rear of the last named box restored to its normal, inoperative position.

When a locomotive runs past a vsignaling box, the stop of which is in its raised, operative position, its lever 40 will swing to one side, whereby one of the springs 46 will be expanded and the other compressed. The lever disengages itself, as the train is running, from the projection 16 of the stop, whereby the said lever will oscillate on its pivot until. the tensions of the springs 46 are equalize-d Due to this oscillating movement, the bells te and 45 will be acted upon by the hammer 42, thereby giving the engineer a signal to stop his train,` waiting until the stop is lowered.

lnasmuch as the signaling system does away with visual signals, heavy rain, falling snow, fog and darkness do in no way interfere with the proper operation of the system.

What l claim is :M

l. In a railroad signal, the combination with a plurality of boxes arranged along a track, of a stop slidably arranged in each box extending above the upper surface of the same, a block slidably disposed above each box, means operatively connecting each block with the stop in the box in rear of it, whereby upon lowering a block the stop connected therewith is raised, and means disposed in each box for causing the block thereon to be raised upon raising the stop in the same box.

2. In a railroad signal, the combination with a plurality of boxes arranged along a track, of two horizontal transverse shafts rotatably arranged in each box, a pinion upon each shaft, a vertically disposed stop slidably arranged in each box extending above the upper surface of ther same and having a rack meshing with one of the pinions in said box, a block slidably disposed above each box provided with a rack extending into the box and meshing with the other pinion therein, a driving connection between the shaft connected with each block and the shaft connected with the stop in the box in rear of it, whereby upon lowering a block the stop connected therewith is raised, and means disposed in each box for causing the block thereon to be raised upon raising the stop in the same box.

3. In a railroad signal, the combination with a plurality of boxes arranged along a track, of two horizontal transverse shafts rotatably arranged in each box, a pinion upon each shaft, a vertically disposed stop slidably arranged in each box extending above the upper surface of the same and having a rack meshing with one of the pinions in said box, a block slidably disposed above each box provided with a rack extending into the box and meshing with the other pinion therein, a sprocket wheel upon each shaft, an endless chain running over the sprocket wheel connected with each block and the sprocket wheel connected with the stop in the box in rear of it, whereby upon lower'ng a block the stop connected therewith is raised, and means disposed in each box for causing the block thereon to be raised upon raising the stop in the same box.

1l. In a railroad signal, the combination with a plurality of boxes arranged along a track, of two horizontal transverse shafts rotatably arranged in each box, a pinion upon each shaft, a vertically disposed stop slidably arranged in each box extending above the upper surface of the same and having a rack meshing with one of the pinions in said box, a block slidably disposed above each box provided with a rack extending into the box and meshing with the other pinion therein, a driving connection between the shaft connected with each block and the shaft connected with the stop in the box in rear of it, whereby upon lowering a block the stop connected therewith is raised, a lug carried by each stop, and a lever mounted upon each shaft connected with a block, said levers being brought into contact with said lugs when the corresponding blocks are lowered, whereby upon raising a stop the block in the same box is also raised.

Signed at New York, in the county of New York and State of New York, this 5th day of December, A. D. 1913.

ARNOLD ZUKGR.

Witnesses SIGMUND HERZOG, MAX Gnnnxnnnenn.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents. Washington, D. C. 

